Vector resolving integrator



. 11, 1945. w. E. OLIPHANT VECTOR RESOLVING INTEGRATOR Filed April 25, 1942 8 Sheets-Sheet 1 VEN OR 3 5 Fit kwm Elm:w 11, 1945. w. E. OLIPHANT 2,399,613

VECTOR RESOLVING INTEGRATOR Filed April 25, 1942 8 Sheets-Sheet 2 W Z) @eLINV NTOR i :I ATTORNEY 11, 1945 w. E. OLiPHANT 2,39%),5i3

VEGTQR RESOLVING rmxawwon Filed April 25, 1942 8 Sheets-Sheet 3 [Emu w. E. OLIPHANT 2,390,613

VECTOR RESOLVING INTEGRATOR Filed April 25, 1942 8 SheetsSheet 4 ATTORNEY Dec. 11, 1945. w. E. OLIPHANT 2,390,513

VECTOR RESOLVING INTEGRATQR Filed April 25, 1942 8 Sheets-Sheet 1945- w. a OLIPHANT VECTOR RESOLVING INTEGRATOR Filed April 25, 1942 8-Sheets-Sheet 6 ATTORNEY 1945- w. E. OLIPHANT I 2,390,613 Y I VECTOR RESOLV'ING INTEGRATOR Dec. 11, 1945. w. E. OLIPHANT 2,390,613

VECTOR RESOLVING IRTEGRATOR Filed April 25, 1942 8 Sheets-Sheet 8 of the invention.

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The invention relates tomechanical devices for the analysis of vectors. 1

Objects and advantages of the invention will besetiorthinparthereinafterandinpartwill be obvious'herefrom, or maybelearned bypractice with the invention, the same being realised and attained by means of the instrumentalities and conrbinationstpointed out The invention consists in the novel parts, conprovements herein shown and described.

The accompanying drawings, referred to herein and constituting a part hereof, illustrate one embodiment of the invention, and together with the description, serve to explain the principles Of the drawings:

Fig. lisalonsitudinalcentralsectionthrwsh a device embodying the inventim;

Fig.2isasection takenonline 2-4 mm. 1;

Fig. 3isafragmentaryview,partlvinsection oi'anelectrical contactiinger; Pig.iisasectiontahenonline4-lofl"ig. 1 sisanendelevationofthedeviceshown' disasectiontakenonlinei-tofl'igfl; Fig.7 is a ditic side view of a vehicle showing the approximate position of;the inventioninrelation thereto;

Fig.8isanelectricaldiag1amofthecircuits for bperating the device:

Fig. 9 is a longitudinal central section through the recording portion of the invention;

Fig. 10 is a section taken on line il-il of F sii:

intheappended structions, ts, combinations and im- 1 less of the variations in the given quantities and/or the quadrants in which the triangle may be considered tobe located. with the foregoing basic mechanism the invention provides means for applying the solutions of said triangles or vector components to the performance of mechanical work. For example, the presentpreferred embodiment of the invention utilises the sohition of the basic geometric problem for movementintwoaxialdirectionsonamap. Bysuitable indicating means cooperating with such map,

it is thereby possible to inscribe'a continuous record or. the path of a vehicle with' relation to the map and continuously therewith to maintain an indicationof the position of the vehicle on the map.

Other applications of the invention include its use in electric meter installations where similar vector analysis problems arise; the tracking of the-movements of a ship with relation to a chart: use in aircraft, in connection with other instruments such as a ground speed indicator. to locate the plane with relation to the ground; various uses in artillery fire-control instruments where the continuous solution of right triangles is a basic problem; control of other triangulation instruments such as bomb sights, etc. It will be understood that the invention is one of general application and the foregoing suggested uses are illustrative, but not limiting thereof. The mech.

Figs. 11 and 12 are fragmentary sections taken on lines "-11 and 12-" 01 m. 10; and- Fig. 13 is a plan view of the mechanism.

The invention is primarily directed to a new and useful mechanism for making continuous mechanical analyses of vector quantities into their components. The invention provides mechanism whereby a.vector of any'angle and sense may be analyzed into its com .having given its length and direction. Moreover the invention provides mechanism for continuously anism provided by the invention is highly accurate, while also providing means sui'iiciently rugged and powerful that the mechanic movements produced by the device may be transmitted directly'to work-performing instruments.

In the present preferred embodiment the' invention is shown as applied to the continuous recording and indicating of the position of a motor vehicle on land whereby continuous orientation ofthe vehicle .with respect to a map of the terrain is provided. The invention provides a very rugged and practical mechanism for solving the geometrical problem and recording same on a map as stated, whereby the motions of travelof the vehicle and directional movements thereof (imparted by steering gear or other means) are utilised in the instrument to carry out the operati0nal solutions required.

providing mechanical solutions of such vector analyses while the length and direction of the vector changes or varies. Stated another way,

the invention provides mechanical means for continuously solving right triangles. where the length of the hypothenuse and either acute angle is known, such solutionbeing continuous regsrt'lduced scale, the path traveled by Reierring to the drawings, and more particularly to Figs. 1 to 8, there is shown a combined mechanical and electrical device adapted for actuation by a moving vehicle, such as an automobile, and in turn adapted to actuate a mechanism for recording asonamapandatareq the vehicle. as

embodied,'a generally cylindrical casing Ill is provided which for constructional purposes may be formed in two parts and joined by aligned flanges II, I! and screws I3. The ends of easin III are closed by cover plates l4, I! which are also properly aligned with the casing ID as by shouldered portions l8. l1 and secured to the casing by screws ll, 19. Within the casing I II and its cover plates l4, Hi, there are mounted and joumaled the various mechanical and electrical parts to accomplish the objects of the invention.

A main shaft 20, extending through the center of easing III and :Ioumaled at each end in the cover plates l4, l5, projects beyond the cover plate l4 a sufficient distance 'to provide a driving connection with one end of a flexible shaft 2|, the other end of which may be driven from any desired rotating portion of a vehicle which is proportionate to itsactual speed and lineal movement. As shown (Fig. 7) flexible shaft 2i may be driven by the conventional speedometer gears 22 of an automotive vehicle M having the usual engine 23, transmission 24, propeller shaft 25 and rear driving wheels 28.

The main shaft 20, the rotation of which is directly proportional to the speed and distance traveled by the vehicle, has secured thereon, near the end iournaled in cover plate II, a sun gear which meshes with and drives four pinions IIF, llL, SIB and SIR. These pinions are arranged about the sun gear 30 at the four quarter points and mounted for free rotation upon hoilow hubs I! which project inwardly from the cover plate I.

Mechanism associated with each of the four pinions Ill",- L. B and R, is provided whereby at intervals determined by the vehicle motion, that is its travel in a straight or curved course, a portion of the motion of sun gear 30 is transmitted to one or more of certain actuator spindles. As embodied. there are provided i'our actuator spindles 341', "L. 368 and B, one end of each spindle being joumaled in one of the hubs and projecting out of the cover plate II, to provide a driving connection to a recording device to be described later. The inner end of each spindle is journaled in a web 31 extending inwardly from the wall of easing l0.

' Each of the spindles 341', L, B and R, is adapted for rotation at certain intervals and for a certain number of revolutions by temporary copnection to its associated pinion III, L, B or R.

Since all four spindles are alike, a description of one will suffice. The central portion 38, of the spindlefll", may be squared to receive the axially slidable clutch member 40, the mass of which forms the core of a double coil solenoid. The end face of clutch member 44, adjacent the pinion SIP, may be provided with teeth 4i, which preferably are comparatively small and numerous to reduce lost motion, during engagement. to a minimum. Teeth 42 onthe hub of pinion 3IF correspond to'and cooperate with teeth 4| to form a complete clutch unit. 3

Surrounding the core clutch member 40. 'but I spaced therefrom to permit movement ofjthe core,are two actuating coils 43c and 43d which may be wound upon a spool 44, and clamped against a ledge member 4', projecting from the casing wall, by bolts 46 and end plate 41. The core member 40, and coils 43c and 43d, thus form a double acting solenoid "F. which serves either to engage or disengage the clutch teeth 4|, 42,1} electrical current is passed through conductors (not shown'in Fig. 1) to both of the clutch member 40 will be moved to the right (Fi 1) to engage the clutch teeth 4|, 42, while energization of coil 43d will serve to disengage the clutch teeth. Pinion F (as well as pinions 3|L, MB, 3|RL) is rotating at all times during vehicle travel, but transmits its motion to its associated spindle 36F only during the time coil 43c is energized, and clutch teeth 4|, 42 are engaged.

Means are provided for energizing the solenoid coils 43c, 43d at desired intervals in relation to the rotation of main shaft 20. As embodied. there is secured to shaft 20, a commutator drum 5| upon the periphery of which are three contact bands 52, 53, 54, electrically separated from each other by narrow bands of insulation 55, 66. The two end contact bands 52, 54 are electrically interconnected by a wire 51, or other means. The body of 'drum 5| may be formedof insulating material orotherwise insulated from shaft 20. A spring contact finger 58 is fixed on an insulated block 59, which is secured on a slide bar and is electrically connectedto one end of each of the coils 43d of the four solenoids F, L, B and R.

There are four of the slide bars 60 provided and positioned at the four quarter points about the drum 5| but only one set of contact fingers 58 and 6| is necessary, and it is arbitrarily mounted on the slide bar 60. which is adjacent solenoid F. Each slide bar has slidably mounted thereon, a slide block 62, which carries. but is insulated from, a spring contact roller. The four contact rollers, designated as "F, L. Band R, are electrically connected by means of the contact roller 63F, L, B and R on the drum 5|, so that, as the drum rotates, either one contact roller or two adjacent rollers will, during one drum revolution, pass over a wedge-shaped portion a: of the middle drum contact band 53, while the remaining two orthree rollers only make contact with the inner band 52. As embodied, each slide block 82 is provided with a cam roller 68, and a tension spring 61, which is anchored at one end on block 62, and at the other end on casing web 31, said spring serving to maintain cam roller 08 in contact with a cam III, which is journaled upon main shaft 20, and

to a northeast course, it has moved through an -will thus'produce a pro of'this contact. Therefore, imder the condition Just describedf'each revolution of main shaft II anddrumll wilLdm'ingonequarterofthisrevolution, rotate-spindle "I", and this rotation represents a direct proportion of the distancetravaroof45',-andthecamlslihewisehirned45 hicletravehdusnorthfostenmmcontact m. d m mllerlflHsalignedwith-thecrestotsinecurveb -'lhecam'llhas'itscamsurfacearranged-as andwlllpassoverthewedgezofdrumllatthe foliowszabwlevel-mrfacesisprovidedand masimumnmcflonalwidththereofandthereoccupies an'arc of 180 and'this surface a is forecausespindlesll'torotatetheequlvalmtof suchastomaintainanyofthscontactrollers tmmiles 'Ihismayberecordedby-astaflonary tIE-LB-orltatapointmtheinnerdrum styhisupon'amapmovedbysaidspindle. If, bandll-iustbeyondthepointofthewedgemrhoweventhevehicleisturnedtotherightfl' tionsof'themiddlebandli. Thns,asthedrum and pursuesanortheast cimrsefortenmiles n rotates,anycontactrollerbycam thisactioncauses'thecarn nio ctetess' (by suriaceawillnevermakecontactwiththemiddle means to be described later).- The crest ofbandll, Theremaininglw'arcofcamllcom- 'sinecurvebisthus brought midway between prises a rise and fallwhichconstitutes a sine contact roller 01" and contact roller It and carrot. Thecrestofsine cm'vebissuchasto theirpositionondrumlLasdeterminedbytheir 'movsanycontactroller,forexample,lll',toa camrollersllupcnthecamllissuchthatas pointunthedrumliwherebmasthedrmnrotnedrum-rotatestheyeachpassoverthewedge: tates, rollerwlllmahecontactwlththewedge aicngalinebetwcenthewedgepointandthe porti 0! the middle drum band," at the maximum iunctional wedge width (the base of point where the circumferenflal extent ofthe thetriangle previously referred to). Theproporwedgeoccupiesaflo'arcofthesurfaceofdrum tion of th length of this line'oi contact to the maximumwedgewidthisasthesineoftheangle through which the cam II was turned.'i. e., 45',

e is to unity. Consequ t y east course and spindle It is rotated an amount eled by the'vehicle in a specific direction. Conby vehicle movement) the "northing component of vehicle travel and and with'no change in the position of camw'll rtional rotation of spindle It! which maybeutilised to operate an in! on a reduced scale the vehicle travel in distanceandcompassdirection,

associated mechanism for indicating'and recordequivalent to the casting made on that course. The motion of the two spindles when combined hy an indicating or recording devicewill thus producearesultantlineonamapwhichwillrepre- .sent a ten mile runon a northeast course. As illustrated, and to be described later, the spindle "1' may move a map the distance equivalent to spindle R may move a stylus a'distanc'e equivalent to the "casting"- component but-at a right angle to the map movement. The line thus produced on the map is the resultant of the two spindle rotations and represents a northeast course pursued for ten miles.

Similar action takes place for other positions of cam ll wherein, for any course which deviates triangleareihe'sldesofthewedgesandthebaser is a circumferential representing a 90 are or: drum ll. (Beel'ig. 8.) Thedistancebetween theends oftheslnecurvebisequaltotwice thebaselengthoithesaidtriangleofanarcof 180 on the cam circumference.

It thecam'll is, asin theiorm of theinvention illustrated, utilized to represent the compass direction'ot vehicle travel, the purpose of the relationship between cam It and the contact wedge 1: of drum Ii is to produce in the spindles "1''," LB and R such'number of rotations as will represent, when recorded, the actual distance traveled by the vehicle in any direction. Thus,

the fourspindles may represent respectively, in relation toaselectedcourse oftravel (atrlpin which the destination is due north of the starting pointl, the forward or north travel (spindle south (spindle 383). If, however, the travel is in adir'ectlon such as northeast, two adjacent spindles, such as "F and "R, are actuatedand the duration of this actuation will be such as can becombinedinarecordedresultantwhichwill be eq ivalent to the same distance traveled either duenorthoreast. Similaractlontahesplace for other directions. .In other words, if the ve-" from the four quarter points of aselected-course. thesinecurvebcausestheappropriatetwoadiacent contact rollers to assume positions on drum ll wherebytheir paths across wedge portion 2 represents the sine and the cosine or the angle of deviation from the true-course direction of the destination. The two remaining contact rollers, of course are positioned by the low level so! cam II and fhence do not contact wedge portions: of ll thereby serving only to;

maintain the respective clutches of their assoelated spindles in disengaged position.

Referring now to the means-for orientingthe cssn'1linresponsetoachangeincourseofa II which also forms the movable core of a double coil solenoid 82 having coils, fld and tie that are wound upon a spool 83-. Solenoid I2 is ilxed to a bracket "projecting inwardly from the wall of casing II. a clamping plate ll andbolts ll serving for this Thehcore clutch mem-' ber II is of such length in'relation to the two solenoid coils 2d and lie that'when coil lie is energised the clutch member ii is moved to engage the pinion clutch member 80, but if coil 82d is energized the clutch is disengaged.

Clutch member 8I is slidably mounted upon the squared end 80 of a shaft 81 which is Jour- .naled in the bracket 84 and the end plate I4. Midway between these two journals there is provided a two-way gear drive and double clutch mechanism comprising a pair of bevel gears 90, 9|, mounted upon shaft 81 for free rotation thereon and a sliding clutch member 92 splined to shaft 81 and adapted, upon appropriate movement, to engage either of the corresponding clutch members 93, 94 formed respectively upon the opposing faces of bevel gears 90, 9| and thereby rotate shaft 81 in a direction corresponding to whichever bevel gear is connected thereto.

Slidable clutch member 82 may be actuated by a lever 95, pivoted at 96 and extending'to the outside of th casing l through an aperture 91 therein. The end 98 of lever 95 is pivotally connected to an actuator bar I00, each end of which forms a movable :0018 within solenoids IOIR and IIIIL. Between the facing ends of solenoids IOIR and IOIL, and surrounding the bar I00, are two centering springs I02, I83, which act upon the lever 95 so that sliding clutch member 92 is normally held out of engagement with either clutch member 98, 94. Thus, when either one of the solenoids IOIR and NHL is energized the shaft 81 will be placed in driving connection with the corresponding bevel gear.

The bevel gears 90, 9I are driven in opposite directions by meshing with a common bevel gear I04 at diametrically opposite points. Gear I04 is driven from the main shaft 20 through a gear I85, fixed thereon, and gear attached on a stub shaft III! which also has fixed thereon the gear I04. Stub shaft I0! is journaled in a split bearing I08 formed aspart of bracket 84.

Means are provided for automatically energizing either solenoid IOIR or IOIL as the vehicle turns to the right or left of the major axis of the selected course and thereby cause rotation of shaft 81 in either corresponding direction. As embodied, a cam shaft III! is journaled within the casing I0 and has fixed upon its inner end a multiple cam drum, II2. Shaft H0 is also iournaled in the cover plate I4 and projects a short distance out therefrom to provide a point IOIR, which, in turn, causes shaft 81 to rotate in a direction corresponding to a right hand turn. A similar but oppositely-disposed cam surface I20L on drum II2 actuates the switch I IIL and thereby energizes solenoid IOIL in response to a left turn of the vehicle, the shaft 81 then being rotated in ,the opposite direction to that just described.

Reference is now made to the means for orienting the cam I0 through the sameangle that the vehicle traverses in following a curved course and thereby positioning the various contact rollers 63 at their proper points along drum 5| to represent this course. The mechanism to accomplish this comprises combined electrical-mechanical devices which insure that the cam I0 is always turned through the same angle as that through which the vehicle turns regardless of the length of the arc w. 1 h subtends this angle, or, expressed differently, the angle of vehicle turn is always transmitted to earn I0, regardless of whether that angle is traversed as a long gradual curve having a great radius, ora short sharp curve with a minimum radius. Thus, if the vehicle traverses a curve of foot radius for a distance of 78.54 feet, it has turned through an arc of 90, and it also turns through a 90 arc if it travels 314.16 feet along a curve having a radius of 200 feet. In both cases the cam III will be turned 90.

- The mechanism as embodied comprises a commutator drum I25 fixed on main shaft 20 and similar to drum 5|. Three contact bands I26, I21 and I28 are secured to the periphery of the drum and electrically insulated from each other by narrow strips I29, I30. The middle band I21 is provided with a wedge portion 1/ the point of which projects into a complementary notch in band I20. The band I26 is electrically connected to band I28 by a wire I3I.

40 upon the ledge H8 and adjacent to the drum I20 of attachment for one end of a flexible shaft 5 H3 the other end of which may be connected to some portion of the steering mechanism 01' the vehicle which will rotate the shaft I I3 an amount directly proportional to the angular displacement of the wheels during steering. (See Fig. '7.) One form of this connection is indicated in Fig. 7 and comprises a spur gear II4 fixed upon the pitman' arm shaft II! of the vehicle steering mechanism and a meshing pinion IIO fixed upon the end of flexible shaft Ill. It is to be understood that other driving connections between the steering mechanism and the cam shaft "8 may be employed within the scope of the invention.

A pair of so-called micro-switches II'IR and IIIL are mounted upon a ledge II8 forming part is a guide bar I32 near the free end of which is fixed a block of insulating material I33. Spring contact fingers I34, I35 are fixed on block I33. Finger I34 makes contact with drum band I21 and is connected to the coil 82d of solenoid 82. Finger I35 makes contact with drum band I28 and is connected to the coil 82a of solenoid 82.

Slidably mounted upon the guide ba'r I32 is a block I 36 having a cam roller I31 upon its outer face. which is acted upon by a cam I38 formed upon the end of cam drum II 2. A tension spring I39 between the slide block I38 and the base of guide bar I32 serves to insure contact of cam roller I31 andcam I38 at all times. finger I40 is secured to the inner face of slide block I38 but is insulated therefrom, and carries at its extended end a contact roller I4I adapted to roll upon commutator drum I25. Thus, as the cam I38 is oscillated, the slide block I 36 assumes various positions on guide bar I32, and contact roller I H contacts corresponding points on drum I25. The contact roller I is electrically' connected to both the coils 82d and 82e of solenoid 82.

The contour of cam I38 is correlated to the vehicle steering means so that the amount of rise from the low point to either of two high points represents the angular traverse of the steering wheels from 0 degrees (straight course) to the maximum angle to which the wheels can be set (sharpest curved course). The degree of rotation of cam I38 to bring either of its high points to a positionbeneath cam roller I31 is directly proportional to the degree of rotation of the steerof switch IR and closes the circuit to solenoid ing wheels about their king pins. As illustrated,

Supported A spring tion due to the theeam ltlisshownasrecuiringaw'rotation in either direction from that assumed when the vehicleisonastraightcours'etobringeitherof.

the two high points beneath the cam roller I". The point 1:: on cam ill represents a straight course, the rise n represents a right turn oilincreasing sharpness with point r representing the shortest radius turn of which the vehicle is capable and the rise s represents a left turn with point t representing the sharpest possible left The relation'between cam I and the wedge portion 1 of drum band I2! is as follows: The

'distancethroughwhichthecamrisemovescontactroller ill alongdrum l2! equals the distance from a point just o'iLof the apex of the wedge y to a circumferential line so on drum l2l. This linewthetwosidesofwedgeyatpoints equi-distant from the wedge apex. ,The portion ofthelinewlyinguponthewedgeilisthemaximum fun'ctional width of the. wedge 11, and its length in relation to the various gear ratios in the drivesystem between'the vehicle wheels and the cam II, is such that as the vehicle makes a com- 1' plete' circle havingits shortest possible radius the cam I is likewise given one complete revoluthe wed'geyat thew.

During the time contact roller Ill is on the wedge portion 7, the coil "e of solenoid 82 is energized, the clutch II, II is engaged and the motion of shaft 01 is transmitted through gears II,

of contact roller Ill over througnthe same angle as that subtended by the I I said arc.

If the portion of each revolutionof drum 12 which istransmittedtocam llischangedinthe same ratio that the arc length of travel changes "when turns of various radii are made through the same turn-angle, the arcuate movement of the cam 10 will be equivalent to the angle of that arc. Thus, for example, if a vehicle is turned at its minimum radius. M feet, the length of the are for a 90 degree turn is 89.27 feet. Assuming that 20% of each revolution of drum i2! is transmitted to cam II by passage of contact roller Ill over the line of maximum w e width and arc, and therefore, the same amounted arcuatemotionisgiventocamllandit turned through a 00 arc. Similar action place for all other vehicle turns from its mum turning radius to its maximum. vehicle is no longerturning but is on a straigh course, thecamroller lllisat thelowpointm cam ill and contact roller Ill iust misses making contact with wedge portion 1 on'drum II In this condition solenoid coil lie is never energized and none of the motion of main shaft is transmitted to cam II which then remains-at whichever oint it reached at the. moment the vehicle regained a straight course after a turn from a previous course in a diflerent direction. The position of-cam Il may be utilised'to provide visible indication of the compass direction in which the vehicle may be traveling. As embodied,theenlargedwntralportionoicasing ll may be provided with a window Ill at a cum-- venient place. A point..ot reference such as a marker ill, secured'to the outside of easing I.

and projecting a short distance into the window area, serves, in conjunction with a compam card disc I", to enable anoperator to determine the direction oftravel. The compass card I" may be frictionallyiheld in a recess formed between thecam II and geardisc Ii andtherebytomove with the cam II. The compas points inscribed upon compass card Ill-are so arranged as to'be visible through window ill and to present under marker I46 the correct compass point indicating the direction of travel. In the mechanism illustrated, for example, the compass points are ar ranged in a counter-clockwise direction around the cardv I" in the order north, east, south and west. Thus, if the vehicle istraveling north and turns east. the cam II and card I" are turned clockwise (as viewed from the-rightinl 'ig. 1) and the east point will appear beneath the marker I.

since it is that the mechanimn can vbesettoaceornmodat'eitselftoatriphavingits major axis in any selected direction, means have provided to accomplish this, when the veis at rest, in an easy'and convenient As mbodied, an inturned flange I is provided the compass card disc ill and a manually I". Detent I", when pressed and held inwardly against flange I prevents movement of disc I41,

that this percentage is such that cam I0 is thereby rotated 90 degrees, it will be clear that if the roller ill passes over a line half way between the maximum wedge width and the wedge apex the clutch en, ti will be in engagement only'hali as long during each revolution of the main shaft 10 and only 10% of previous amount) of the main shaft rotation is transmitted to cam II. This latter pomtion of roller Ill occurs w n cam I" has been turned towards the low' point m by action of the vehicle steering mechanism and indicates that the vehicle is traveling a course having a radius twice as long as its minimum radius, or 50 feet. To complete a 90 turn at this radius, the vehicle must travel an arc of 78.54 feet. But, while only 10% of each revolution oithe main shaft 20 is transmitted to cam ",the shaft rotates twice as many times on but due to the frictional mounting of disc I" on cam 'Il movement of the latter is still possible.

Apointer I" issecuredtothecamllin accurate alignment with the crestlof sine curve b and extends outwardly so as to be visible, on occasion, through the window Ill.

Manual rotation of cam ll toset it in a position to correspond to the compass direction of the vehicle at the start of a trip is accomplished by a bevel pinion Iii adapted to mesh with a bevel gear I I2 formed on the face of gear disc II. The pinioniilisflxedontheendotashaftISIJournaled in a boss I formed as part of casing", and is normally held out of engagement with gear III by a spring lfl which is seated between the casing is and the hub of a knob in fixed upon the external end of shaft III. Thus if knob I is pressed inwardly and rotated, bevel gears Ill and III mesh and cam II is rotated.

' The sequenc of steps in setting the device for aselectedtripisasiollows: Assumeavehicleatrest,headeddueeastandreadyforatriphavingr' the arc oi 78.54 feet as it did for the 89.27 toot II a north-south major axis in which the destinarable spring retracted detent ll] mounted in e ,the wall ofcasing II at a point adjacent flange tion is substantially north of the starting point. First: Press in and turn knob I56 until the "north" point on compass card I41 is aligned with window marker I46. Second: Press in detent I46 until it strikes flange I48. While thus preventing further movement of the compass card I41, again turn knob I56 until the cam pointer I56 appears in the window and is aligned with the marker I46 and the "north point on the compass card. The device is now set for registering the vehicle movements on a north trip. It remains to make one more setting, which will correlate the device with the actual position (headed east) of the vehicle as it is, ready to start the trip. Releasing the detent I46, the knob I56 is again turned until the east" point of the compass card is aligned with th marker I46. Upon release of knob I56 the device is ready to register correctly, upon the various spindle 36, all of the movements of the vehicle, the initial movement being cast and registered upon the spindle 36R. As the vehicle continues and the operator swings through a left turn to a true north course, the cam 16 is correspond ingly turned and to the same degree, moving the crest of sine curve b from alignment with spindle 363. to successive positions between spindles 36R and 36F and finally in alignment with spindle 36F as the vehicle straightens out upon its north course. It may be noted here that the drawings illustrate the positions of the various parts of the device to correspond to the above assumed example after the vehicle has straightened out upon its north course.v

Referring now to the circuit diagram illustrated in Fig. 8, it will b noted that the contact drum cam 16, contact drum I25 and cam I36 areshown with their cylindrical surface developed into planes and the positions of the various members corresponding to those assumed when the vehicle is traveling on a straight course and due north. A source of electrical energy is indicated at I66 and may be the usual storage battery of th vehicle. A main switch I6I may also be provided at a point in the circuit to render the device inoperative when desired. The path of the current to double-coil solenoids 56F, L, B and R. is as follows: from battery I66 the current passes along conductor I62, line I63, and through coils 43d of each of the solenoids 56R, L and B, which are energized and maintain their respective clutches on their associated spindles inthe disengaged position. From the said coils the current passes along lines I64, I65, I66 to the contact points 63R, L and B, then through drum band 52, wire 51, drum band 54, contact 58 and line I61 to battery. In the case of solenoid 56F, the current passes from battery along line I62 to contact finger 6|, then through drum band 53, contact point 63F, wire I66, coil 43e of solenoid 56F, line I69 and line I 61 to battery. The clutch associated with solenoid 56F is thereby engaged and spindle 36F- will rotate as long as contact point 63F remains on wedge portion x of drum band 63.

In the case of contact drum I 25, current passes from battery I66, along line I62, line I16, through coil 82d of solenoid 82, line I16, contact point I, drum band I26, wire I3I, drum band I26, contact finger I35, line "I and line I61 to battery. If, howeventhe cam I38 had raised the contact point (roller) I so as to pass over wedge portion 1 of drum band I21, the current then would pass from battery, along line I62, line I12, contact finger I34, drum band I21, contact point I, line I16, solenoid coil 82c, line I13 and line I61 to battery.

, The course of current to actuate solenoid I6IR when a right hand turn is made (as from north to east) is as follows: From the batter I66, current passes along line I62, line I14, I15, solenoid coil I6IR, line I16, micro-switch II1R (when cam I26R closes same), line I11 and line I61 back to battery. In a left hand turn th current passes from battery I66 along line I62, line I14, I16, solenoid coil I6IL, line I19, micro-switch II,1L, line I86, line I11 and line I61 bacl-rto y. 4

Reference is now made to the means for recording the motions of the four spindles 36F, L, B and R, so as to produce a traced line upon a map which will indicate at a reduced scale the course of travel of a vehicle. (See Figs, 9 to 13.) A bracket 266 is provided in which the various shafts are journaled.and the map supported. Bracket 266 is adapted to be secured to the easing cover plate I5 of the map actuating device as by end flange 26I and screws 262. Joumaled in appropriate bearings in bracket 266 are four spindle shafts 265 F, L, B and R, which are in axial alignment, with spindles 36F, L, B and R. Each spindle shaft is provided, at the end which faces casing I6, with a socket 266, adapted to fit over the squared end of its respective spindle 86 and thereby complete a driving connection between the spindle and spindle shaft.

Spindle shafts 265F and 2653 are connected through gearing to map actuating. means which move the map in either direction of its major or long axis and represents vehicle travel forward towards its destination or backward away from its destination. As embodied, a shaft 261 is adapted to be driven in one direction by spindle shaft 2661* through bevel gears 268 and in the opposite direction by spindle shaft 2653 through bevel gears 266. To the top of shaft 261 is secured a bevel gear 2 I6 which meshes with a bevel gear 2 fixed on a cross shaft 2 I2 which is journaled at its ends in the upwardly extended sides 2I3, 2I4 of bracket 266. A pair of friction rollers 2I5 are secured to the cross shaft 2I2 adjacent the bracket sides 2 I3, 2I4, and when rotated, serve to move the map 2I6 in one direction or the other. The rollers 2I5 engage the margins of map 2I6 0n its'under side and directly above the point of contact area pair of pressure rollers 2I1 mounted upon a free shaft 2 I8 which is Journaled. in slide blocks 2I6 that slide in guideways 226 formed in bracket sides 2I3, 2. ,Thumb screws 22I above each block 2I6 permit adjustrnent of the pressure between rollers 2I1 and rollers 2I5 whereby the map is held securely therebetween and moved by roller rotation without danger of slippage.

The map 2 I6 consists of a strip, the major axis I of which is considerabl longer than its-minor axis or width. The scale is such that it will incorporate the distance from starting point to destination and any deviation to the right or left of the course planned.

To conserve spacemeans may be provided for carrying the map as a pair of scrolls and exposing only a small area toview and to the course tracing means. As embodied, a forward scroll bar 225 is Joumaled in bracket sides 2I3, 2I4, and provided with a slot 226 in which one end of the map may be secured. From scroll bar 225 the map is passed over a guide roller 221, a guide plate 228, between drive and pressure rollers 2I6,

2". over a guide table 228, another guide roller 236 to rear scroll bar 23I slotted to receive the leading end of the map. i

I the case may be.

Means are'provided forwinding the map upon whichever scroll bar is appropriate to the direction in which the map may be moving and to insure that the opposite scroll bar is free to pay out accordingly. As embodied, the forward scroll bar III projects outside of bracket wall Ill and is provided with a small pulley 231 which may be driven by a coiled-spring belt 233 from a larger pulley 234 mounted upon the projecting end of cross shaft Ill. Pulley 234 is driven in one direction only by shaft II! by means of aconventional ball clutch 2N mounted within the 'pulley hub. The direction of drive is such that when the map is moved towards the scroll bar III the bar is caused to roll up the map. The ratio between pulleys 232 and 23 is such that the scroll bar pulley 23! tends to rotate more than the amount necessary to roll up the map regardless of the diameter of the scroll but, since the map movement is under complete control of the drive and pressure rollers Ill, 2", the tendency to excess rotation is absorbed in the slipping of belt 233.

Similar mechanism is provided for in connection with the rear'scroll barfll, a small pulley lli'being fixed on the end of the bar and driven through a spring belt at from a large pulley I" mounted on cross shaft III adjacent to pulley Ill. The hub of pulley 231 isprovided with a ball clutch as similar to that in pulley 234 but adapted to being driven in the'opposite direction by shaft III. Thus, whichever scroll bar is being driven to wind up the map, moved in its direction, the other scroll bar is free to pay out the map the ry amount.

To produce the line onthemap 2i8'to repre sent the vehicle course, a stylus 2 may be promoversapplied to the shafts 2| and II I.

map fit is accomplished by manipulation of a hand wheel 2!! fixed upon the end of stylus screw 'amechanical compassfortheguidanceoftheoperator of the vehicle, said compass being purely mechanical in its operation and thus depending neither upon the usual magnetic needle eifect nor upon any gyroscopic effect for its operation and accuracy. The invention therefore provides a mechanical compass or direction indicator in addition to its other features.

It will beunderstood that the mechanism shown inFig.'l isinitselfa complete mechanical unit which is applicable to any of the uses previously referred to, merely depending upon the prige On e otherhand, the same basic mechanism may be vided which is adapted to make a marked the map surface as by ink or otherwise. The stylus this spring mounted upon a block I slidably mounted upon a pair of guide rods 24: which are I secured in the bracket sides Ill, 2. 4 thumb screw Ill, threaded into block 2, serves to provide adjustment of the contact pressure between the stylus 240 and the surface of the map'lifi. Journaled in the bracket sides and positioned between the vguide rods 24: is a screw member 2 which passes through a threaded aperture in the stylus block I and moves the latter to the rightor left as the screw 34! is rotated in the appro-- priate direction The stylus is thereby caused to trace a line parallel to the width of the map and represents a vehicle course, if the map is stationary, 90 to the right or left of the course, as

Spindle shafts an. and me are connected through gearing to the stylus screw 2, the shaft IIIL being adapted to rotate the screw so asto move the stylus to the left of the course and shaft am being adapted to rotate the screw so as to move the stylus to the risht of the course. As embodied, a shaft 2 is adapted to be driven in .one direction by spindle shaft 2.5L through bevel gears 24! and in "the opposite direction by spindle shaft "UR through bevel gears 246. On one end or shaft 2, outside of bracket III, is fixed a bevel gear 241 which meshes with gear 2 on the end of a vertical shaft 2. Shaft ill rotates the thereto through caused to operate in reverseby applying prime movers to the four shafts 3! R, L, i and B, whereby the reverse operation (in the mathematical sense) will be performed and the results thereof obtained fromtheshaftsl Is and 2|.

The invention in its broader aspects is not limited to the specific mechanisms shown and described but departures may be made therefrom within the scope of the accompanying claimswithout departing from the principles of the invention and without sacrificing its chief advantages.

What I claim is: 1 i

1. A mechanism or the class described including in combination aPp'rime mover for imparting -movement corresponding, to the length of a connecting said members independently of each other with said prime mover to be driven thereby, a device positionable according to the quad-V rant angle of the vector in any quadrant thereof,

said device having control instrumentalities movable proportionately to the sine of such quadrantangle for controlling said connecting and disconnecting meansto connect selected ones'of said four members to the prime mover for periods proportional to the sine of such angle, saidcontrol instrumentalities. also being movable proportionately to the cosine of said angle for controlling said means to connect other of said members to the rime mover for periods proportional to said cosine.

2. A of the class described includin: in combination a prime mover for imparting movement corresponding Ito the length of it vector, four members capable of being driven by tion of itin respect to the stylus 2, small hand wheels!" and 252 are fixed upon the ends of the respective bars external to the bracket side Ill. Adjustment of the stylus '2 in respect the said prime mover, electromagnetic clutch means for connecting and disconnecting said members independently of each other with said prime mover to be driven thereby, a device positionable 1 according to the quadrant angle ofthe vector in v quadrant thereof, said device having control instrumentaiities movable proportionately to the sine ofsuch quadrant angle for controlling said electromagnetic clutch mean to connect selected ones of said members to the prime mover for periods proportional to the sine of suchangle. said control instrumentalities also being movable proportionately to the cosine 01' said angle for controlling said clutch means to connect other 01' said members to'the prime mover for periods proportional to said cosine. I

3. In a device of the class described, in combination, a member positionable according to the direction of travel of a vehicle and means for so positioning said member comprising a device moved by the vehicle steering control through an angle equal to the angle of steering, a member driven proportionally to the travel of the vehicle, and means for transmitting turning motion from said driven member to said directional member proportionally to the sharpness of the steering angle. during the period of time that the vehicle is turning at said steering angle, four members capable of being driven by said driven member,

means for connecting and disconnecting said members independently of each other with said driven member to be driven thereby, said member positionable according to the direction of travel having control instrumentalities movable proportionately to the sine of such steering angle for controlling said connecting and disconnecting means to connect a selected one of said four members to the prime mover for periods proportional to the sine of such angle said instrumentalities also being movable proportionately to the ing in combination a. prime mover for imparting movement corresponding to the length of a vector, four members capable of being driven by said prime mover, means for connecting and disconnecting said members independently of each other with said prime mover tobe driven thereby, a device positionable according to the quadrant angle of said vector, said device having controlinstrumentalities responding to the sine and cosine respectively of said angle, said instrumentalities being designed to control said connecting and disconnecting means so as to impart driving movements to said four members from the prime mover in proportion to the respective rectangular components of the vector angle in any quadrant thereof.

said device having control instrumentalities movcosine of said angle for similarly controlling the connecting of. another one of said members to the driven member for periods proportional to said cosine.

4. A mechanism of the class described includable proportionately to the sine of said angle, said instrumentalities being designed to control said connecting and disconnecting means so as to impart driving movements to any one of said four members for periods proportional to the sine of said quadrant angle.

WILLARD E. CLIP-KANT. 

